Marine reversing gear



Dec. 21, 1948. o. H. BANKER MARINE REVERSING GEAR Filed Sept. so, 1943 'Patenteci Bee. 23 sets warransnares par srica a l fiEVERSING GEAR @ecar H. Banker, Evanston, 115., designer to New Products Corporation, Chicago, Zllh, a corporation of Delaware Application September 30, 1943, Serial No. 504,385

1 This invention relates to plural power train drive mechanisms, and'particularly to a reversible driving mechanism for the propeller shafts of marine craft. a

An object of the invention is the provision of simplified means for transmitting power from an engine to a propeller shaft in selected directions at a desired speed ratio.

Another object of" the invention is the provision of a novel power transmission wherein brakes are utilized respectively to resist rotation of the propeller shaft while the transmission is in neutral and to reverse the direction of drive of the propeller shaft. 1

A further object of the invention is the provision, in a power transmission mechanism, of hydraulic control means for obtaining neutral and reverse positions of the driven parts.

A further object is the provision in a marin "driving gear having selectively establishable power trains for driving a propeller shaft in opposite directions of a power train control and a brake operable under the influence of said control to apply a braking action upon the propeller shaft to expedite a shift from either power train to the other.

A further object is the provision in a marine reversing gear of a Jaw clutch engageable to establish one of the power trains in driving relation between the power source and the propeller shaft, together with a power train shifter and a brake and novel control therefor operable under control of such shifter to resist rotation of the propeller shaft until the engageable parts of the clutch are synchronized,

Other objects and advantages of the invention I will become clear from the following detailed description, when considered imconjunction with the accompanying drawing, wherein:

Fig. 1 is a view partly schematic and partly in section, illustrating a preferred embodiment of the invention: and

Fig. 2 is a diagrammatic view of a modified form of switch and operating cam therefor.

In the drawing, it may be noted that the numeral ell! designates a mechanism in theform of a fluid coupling, which derives power'froma suitable-source, not shown, and which comprises genorally 2. driving element II and a driven element I i2.' Element [2 is keyed, as indicatedv at ll, to

7 Claims ((114- 297) a beveled gear 24. having an integral sleeve portion 25 splined to shaft i4.

Carrier 23', in which planet gears 2| are mounted, is U-shaped in cross-section, and comprises 5 two portions 28 and 21, Joined'by bolts 28. Carrier 23 straddles the gears and 24, and is journaled for rotation on sleeve portions l5 and 25, respectively. Driving connection between shaft I4 and sleeve is to cause rotation thereof, may be i eflected by means of a Jaw clutch 29, comprising driving and drivenelements 30 and 3| each consisting of a plurality of teeth 34 and 34a spaced circumferentlally about the axes of said sleeve and shaft and axially meshable. Driving element 20 is is splined to shaft I4 and includes a shank 32 and a flange portion 33 carrying the teeth '4. Clutch elements 30 and 3! are biased to engaged position by a coil spring 35, surrounding the shank 32, and abutting flange portion 33 atone end and bevel .20 Bear 24 at the other.

Upon engagement ofthe clutch 28 it should be clear that power transmitted through the fluid coupling it rotates the shaft l4 and, through theclutch engagement, gear 20. Gear 24, splined to shaft I4, is likewise rotated, as are planet gear 2i and its carrier 23, as a unit with shaft l4. The rotation -of gear 20 with its sleeve- I 5 revolves pinion l8, which meshes with and turns a gear 32, affixed to a propeller shaft 31, having at the end thereof a propeller 38.

The drive just outlined propels the craft. in which the mechanism is installed, in a forward direction. The mechanism by which the clutch II is controlled, and by which the driven parts may 5 be neutralized, or the direction of propulsion reversed. will now be described. g

A pin 39, aillxed to the driving clutch element 30, extends downwardly therefrom into a slot 40 in'shaft l4 and engages a groove 4! circumscrib- 40 ing one end of a rod 42. Rod 42 extends into an axial opening in the end of shaft I4 communicating with slot 40, and is adapted to be reciprocated to engage ordisengage the clutch 29. The other end of rod 42 is connected to a lever 44. intermediate its length, through the intermediary of is pivoted link 45 attached to the lever 44. Lever 44 is pivoted at 48 upon a quadrant and is manually operable to open or close clutch 29 by reciprocating movement of rod 42. Link 45 is attached to the end of rod 42 by a pin 48 and to the lever 44 by a pin 49. A reduced end portion 49a of the rod 42 is abuttable against a lever 50 of an electric switch it to control the opening and closing of this switch. When the switch it is closed it causes energization of a solenoid'52, which controls a valve 53 in a manner and for a purpose that will become clear hereinafter.

Also connected to lever 44 is a um: 54, to which is connectedya crosshead link Ill. Link I! is adapted for insertion in the open end of the bore 3 in the casing of a valve 58, and is connected to the front plunger portion 51 of a piston, generally indicated at 58, and including a second plunger portion 58 connected to plunger portion 51 by a small diameter portion 88. Plunger 51 is provided with an offset portion 8| spaced from the lower wall 82 of valve 55, but engaging the upper wall 68 thereof. An inlet opening 84 is provided in the lower wall 62 of the valve for connection with a pipe 85 leading to a fluid supply and pump arrangement, generally indicated at 88 and including a fluid reservoir 81, connected by a conduit 68 to a pump 88. Fluid from reservoir 51 is pumped through pipe 85 into valve 58 through the opening 64 therein, and a high pressure relief valve I8 is provided in pipe line 55 and connected to the fluid reservoir by a by-pass conduit II.

In the position of the lever 44 shown in the drawing, the drive is in neutral and the switch 5| is closed. In this position, fluid from pump 58 is forced into the space between plunger portions 51 and 58 and passes upward through an opening I2 in the upper wall of valve 56 into a pipe I8 to valve 53, and thence to a pipe I4, which opens into an inflatable annular envelope I5. The outer surface of envelope I5 is bonded to an annular support member I6, having a radial flange 'II, flxed by bolts I8 to an end wall I8 of easing I8. The inner surface of envelope I5 has bonded thereto a brake shoe 88 comprising elements spaced slightly circumferentially of the envelope. Upon the entrance of fluid into envelope I5 and expansion thereof, shoe 88 engages the outer surface of a drum 8I, splined to the sleeve 25.

A casing portion 88 connected with the casing portion II by bolts 82 has an annular inflatable In the forward position of lever 84 just described, with clutch 2'8-.engaged and fluid ex-. hausted from envelopes I5 and 85, power transmitted through the fluid coupling I8 rotates the shaft I4, and all of the parts mounted thereupon are rotated with it, including pinion I8, which meshes with gear wheel 38 and turns propeller shaft 81 in a direction to impart forward propulsion to the water craft in which it is mounted.

Upon movement of lever 44 to the reverse po-' sition indicated by the letter "R" on quadrant 41, switch 5I is again opened. Piston 58 is moved to the left and plunger portion 58 closes the opening 88 in the lower wall of valve 85, while the offset portion SI of plunger 51 closes the opening I2 in the upper wall of the valve.: Fluid from" pump 68 is then forced into valve 56 and passes through opening 88 into pipe 88, and thence to envelope 85. Fluid exhausted from the neutral brake envelope I5 exhausts through pipe I4, valve,

of the reverse brake shoe 86 with the drum 81,

thus holding the carrier 23 against rotation. Movement of the lever 44 to the left has released clutch 28, and power transmitted through fluid envelope bonded thereto at a section 84. The

inner surface of envelope 85 has bonded thereto a brake shoe 88 similar to 88. Upon inflation of envelope 85, shoe 88 contacts the outer surface of a drum 8? in the form of an annular flange integral with portion 28 of carrier 23. Fluid for inflating the envelope 85 may be conducted thereto through a pipe 88 leading from an opening 88 in the upper wall of valve 58.

As viewed in the drawing, when the lever 84 is in neutral position, fluid from pump 68 cannot enter the pipe 88, but is conducted in the manner described to envelope I5, while fluid in envelope 85 may be returned through pipe 88 to opening 88 in valve 56, and thence through an opening 98 in the lower wall of the valve into a conduit8i leading to the fluid reservoir 51. Upon the application of pressure by envelope I5 to drum 8|, the drum is rendered stationary, immobilizing the sleeve portion 25 and, therefore, shaft I4.

Upon movement of lever 44 to the forward position indicated on the quadrant 41 by the letter F," the clutch element 88 is moved into engage- .ment with driven element 3|, switch Si is opened,

and piston 58 is retracted until plunger portion 58 covers the opening '|2 in the upper wall of valve 58, thus effectively blocking passage of fluid from pump 88 through the valve. The opening of switch 5i de-energizes solenoid 52 to adjust the three-way valve 53 for establishing communication between conduits I4 and 82.

From envelope I5 fluid then exhausts through valve 53 into the conduit 82, connected to conduit 8I at 83, and

' thence to reservoir 81. Simultaneously, fluid coupling I8 rotates shaft I I and beveled gear 24. Beveled gear 24, meshing wi'th planet gears 2I, and rotating in one direction, causes rotation of beveled gear 28in the opposite direction, drive power thus being transmitted to pinion I8, gear '36 and propeller shaft 81 for reverse propulsion.

In Fig. 2 a clutch operating rod 42a corresponding to the rod 42 in Fig. 1 is formed with a cam profile having a low portion I8I between rises I82 and I83 and high portions I84 and I85. The switch 5Ia. corresponding to the switch 5I has an axially movable actuator which causes the switch to be closed while said actuator .is in a lowered position when the profile section I 8| re isters therewith in the neutral position of the rod. When the rod is moved either to the left or to the right .to establish reverse or forward, the roller will be advanced up the inclines I83 or I82 to open the switch 5Ia. Thus the switch- 5Ia is operated in the same coordinate sequence with the rod 42a as the switch 5| with respect to the rod 82.

Employment of the neutral brake 88, in addition to expediting synchronization of the jaw clutch members, is eflective for holding the drive shaft I8 from rotating because of the impositive force transmitted through the fluid coupling I8 while the driving motor is idling and the transmission is in neutral. Thus the simple type of fluid coupling is employable as distinguished from the more complex coupling having means for emptying the fluid therefrom to keep the driven member I2 from rotating while the transmission is in neutral. 1

I claim: e 1. In a'drive mechanism, in combination, a drive shaft, a driven shaft, and means drivingly connecting said shafts for rotation of said driven v tional immobilization thereof to of said drive and driven shafts, brake means appliable to constrain rotation of the carrier and thereby condition the driving means for rotating the driven shaft in the opposite direction, and means responsive to further separation of said clutch parts for applying said brake means.

2. In a drive mechanism, in combination, a drive shaft, a first gear on said drive shaft, a brake on said first gear for optionally immobilizing said drive shaft, a second gear journaled on said shaft, a carrier journaled on said shaft, a planet gear on said carrier engaging said first and second gears, a brake on said carrier for optional immobilization thereof to permit rotation of said first and second gears in opposite directions, connecting means operable for drivingly connecting said second gear and said drive shaft, and means operable coordinately with said connecting means to cause the released condition of both brakes as a condition precedent to the I connecting operation of said connecting means.

3. In a vdrive mechanism, in combination, a drive shaft, a first gear on said drive shaft, a brake on said first gear for optionally immobilizing said drive shaft, a second gear journaled on said shaft, a carrier Journaled on said shaft, a planet gear on said carrier engaging said first and second gears, a brake on said carrier for opcause rotation of said first and second gears in opposite directions, means operable in the released position of said brakes for drivingly connecting said second gear and said drive shaft, fluid energized means for operating said brakes, a source of energizing fluid, conduits for establishing communication between said source and said fluid energized brake operating means, and valve means interposed in the conduit for selectively controlling said communication and hence the operation of said brakes.

4. In a drive mechanism, in combination, a

said shaft, control means operable to coordinately control said brake applying means and said clutch elements for meshing the latter when the brakes are released and for applying the first brake to hold said shaft against rotation when said clutch elements are demeshed.

7. In a reversing gearing; a drive shaft; a driven shaft; a first gear coaxial with the drive shaft and constrained for rotation therewith; a first brake optionally operable to hold said shaft and gear from rotating; a second gear rotatable coaxially of and relatively to said shaft; a carrier rotatable coaxially of and relatively to said shaft and said gears; planetary gears journalled on the carrier and mutually meshed with said gears; a second brake optionally operable to hold said carrier from rotating to mobilize said carrier and said gears for transmitting force from the first to the second gear to cause the latter to rotate oppositely from the first; clutch elements meshable to drivlngly connect the second gear for rotation with [said shaft: and control means for applying or releasing said brakes coordinately with meshing or demeshing said clutch elements comprising a control member having a neutral position from which it is selectively settable into a forwardpo- Y sition or a reverse position, said control means drive shaft, a first gear on said drive shaft, a fluid brake on said first gear for optionally immobilizing said drive shaft, a second gear journaled on said shaft, acarrierjournaled onsaidshaft, a planet gear on said carrier engaging said first and second gear, a fluid brake on saidcarrier for optional immobilization thereof to cause rotation of said first and second gears in opposite directions, means for supplying fiuid to said brakes, valve means controlling the supply of fluid to said brakes, means operable-in the released position of said brakes for drivingly connecting said second gear and said drive shaft, a driven shaft, and means drivingly connecting said second gear and said driven shaft.

5; In a drive mechanism, in combination, a drive shaft, a first gear on said drive shaft, :1. fluid brake on said first ing said drive shaft, a second gear journaled on said shaft, a carrier Journaled on said shaft, a planet gear on said carrier engaging said first and second gears, a fiuid brake on said carrier for optionally immobilization thereof to cause rotation of said first and second gears in opposite directions, means for supplying fluid to said brakes, valve means controlling the supply of fluid to said brakes, clutch elements engageable in the released position of said brakes to drivingly connect said second gear and said drive shaft, and

'means operable pursuant to movement of said clutch parts into and out of engagement for controlling the operation of said valve means.

6. In a reversing gearing; a drive shaft; 9. first gear drivable by and coaxial of the drive shaft:

gear for optionally immobilizbeing operable to incur a demeshed condition of the clutch elements, an applied condition of the second brake and 9, released condition of the first brake while the control member is in the reverse. position, to incur a demeshed condition of the clutch elements, an applied condition of the first brake and a released condition of the second brake while the control member is in theneutral position, and to incur a meshed condition of said clutch elements and a released condition of both brakes while the control member is in the forward position.

I OSCAR H. BANKER.

REFERENCES CITED UNITED STATES PATENTS Number Name Date *707,396 Darling et al Aug. 19, 1902 795,499 Evans et a1. July 26, 1905 1,098,403 Reck June 2, 1914 1,653,262 Dickson Dec..20, 1927 1,681,384 Waters Aug. 21, 1928 1,932,983 Morgan Oct. 31, 1933 2,018,014 Fahiney Oct. 22, 1935 2,156,118 Kliesrath Apr. 25, 1939 2,304,031 Schmitter Dec. 1, 1942 2,309,051 Dodge Jan. 19, 1943 2,320,727 Sinclair June 1, 1943 2,361,357 Schmitter Oct. 24, 1944 FOREIGN PATENTS Number Country Date 660,610 Germany May 30, 1938 

